Forestalling apparatus



Jan: 5 Q J. F. WEBB, JR

FORESTALLING APPARATUS Filed Feb. 14, 1925 5 Sheets-Sheet, 1

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INVENTOR JEQILJYFZ$ZJL BY,

ATTORNEY Jan. 5 1926. 1,568,646

' J. F. WEBB, JR

FORESTALLING APPARATUS Filed Feb. 14, 1925 5 Sheets-Sheet 2 4 27' 2a FE INVENTOR ATTORNEY Jan. 5 1926. 1,568,646

J. F. WEBB, JR

PORESTALLING APPARATUS Filed Feb. 14, 1925 5 Sheets-Sheet 3 INVENTOR Jam]? We, .)9:.

BY L. V M

ATTORNEY Jan.

J. F. WEBB, JR

FORESTALLING APPARATUS 5 Sheets-Sheet 4 Filed Feb. 14, 1925 Filed Feb. 14, 1925 5 Sheets-Sheet 5 INVENTOR Patented Jan. 5, 1926.

UNITED STATES PATENT" OFFICE.

JEAN F. WEBB, JIL, OF NEW YORK, N. Y., ASSIGNOR TO THE INTERNATIONAL SIGNAL 00., A CORPORATION OF ARIZONA.

Application filed February To all whom it may concern:

Be it known that I, JEAN F. TEBB, Jr., a citizen of the United States, residing at New York, in the county of New York and State of New York, have invented a new and Improved Forestalling Apparatus, of which the following is a specification. I

My present invention relates to the art of train control and it primarily relates to that branch of the art having to do with the automatic stopping of trains when the engineer fails properly to observe and to act in accordance with the signals displayed along the right of way. In train stopping systems of the automatic-stop type it is sometimes desirable to permit the engineer to have control over the action of the automatic stop mechanism so that if he is alive and alert he may forestall its stop action' and keep his train under manual control; it is, therefore, one of the objects of the present invention to provide means by which the engineer may, if he acts promptly, fore stall a brake application by the automatic stop mechanism as a train approaches and passes over a ramp or other action-determining device; and furthermore to penalize an engineer who may wilfully attempt to make such forestalling continuous and automatic instead of intermittent and manual.

More specifically the inventionv has been designed for use especially (but not solely) with apparatus such as isdisclosed in my Patent No. 1,516,899, issued November 25,

a 1924, for example.

In its generic nature, the invention resides in providing a combined air-releasing (brake-applying)- valve, and an electric.

circuit-controlling mechanism operating approximately or actually simultaneously therewith so that brake-pipe air is being manually vented to the atmosphere while the electric circuit is being made which will so affect the automatic brake-pipe air-vent- 0 ing apparatus that an automatic brake application will not result; more specifically,

the invention resides in including in a traincarried circuit the electro-magnet of the mechanism controlling the automatic venting of brake-pipe air to atmosphere, the said train-carried electric circuit being controlled 'by a circuit make-and-break device 14, 1925; Serial No. 9,189.

which also manually vents brake-pipe air while making the said electric circuit; the said apparatus being hereinafter designated as the forestalling device.

A still further object of my invention is to provide a forestalling valve of a simple and effective construction in which the parts are so designed as to facilitate manufacture, repair or replacement and so designed as to be manufactured at low cost and be free, as much as possible, from mechanical faults.

In the drawings,

Figure 1 is a diagrammatic'view showing my invention as adaptedto the Webb stop system. I

Figure 2 is a side elevation of the forestalling valve. I

Figure 3 is a plan View of the same.

Figure 4 is a vertical longitudinal section of the same.

Figure 5 is a plan view with the cover and handle removed. I

Figure '6 is a perspective'view of one of the connector blocks and contact springs carried thereby.

Figure is a detail elevation of the valvecircuit-closer proper. I I

Figure 8 is a section on the line 8-8 of Figure 7. T 1

Figure 9 is an end View of the structure shown in Figure 7. g

Figure 10 is a diagrammatic view of the air line connections with the air brake setting valve of the train stopping apparatus.

Figure 11 is a side elevation of the train stopping apparatus, the cover being removed.

Figure 12 is a top plan view of'the same.

Figure 13 is a longitudinal sectionof the air valve mechanism of the train stopping apparatus.

I Figure 14: is a vertical section on the line 1414 of Figure 13.

In the drawings, in which like numerals indicate like parts in all ofthe figures, 1 represents the forestalling valve body which is provided with a chamber 2 having a partition 3 With a passage 5 having a valve seat 4. g

6 is an opening into the chamber 2 which is adapted to receive the union plug 7, the latter having the pipe tap 8 for connection with the duct that connects with the train line. 9 is another tapped opening communicating with the chamber 2 that is tapped to receive the pipe that leads to a signal whistle.

The body 1 is also provided with a cuplike chamber which is recessed at 11 to receive the insulation block 18. The chamber is adapted to be closed by a cover 12 having an opening 13 for the valve stem and secured by cap screws 14. Pivoted to cars 15 on the cover is a handle lever 16 whose toe 17 is adapted to project over the opening 13 and engage the top end of the valvecircuit-closer.

19 designates holes for terminal screws 20, and 21 holes for fastening screws 22. 23 designates metallic connector blocks to which contact springs 2-l are secured by rivets 25 or in any other suitable manner.

The forestalling valve body has a lead wire opening 26 through which the electric circuit wires pass into the chamber 10 so as to be connected to one of the terminal screws of each block 23 and a clamp 27 is provided secured by cap screws 28 to hold the lead wires 29 against being pulled. loose.

The valvecircuit-closer unit consists of a head 30, a lower guide 31, an upper guide 32, a bearing stem 33, a lower cone 34 joined by a neck with the upper or circuit closing cone 36 and an operating lever engaging end 37, as shown. The valve is nor mally held to its seat by air pressure and the action of a suitable spring 38.

39 designates the duct from the train line to the plug 7 and 4-0 designates the duct from the port or opening 9 to the signal whistle. 4-1 designates the local energizing circuit which includes the winding on the restoring magnet 42 of the train stopping apparatus while 43 designates the plunger of the train stop and 4A- the ramp which raises the plunger to effect an opening of the train stopping apparatus air valve.

In use if an engineer, approaching a ramp, observes a danger signal set against him, he may, if he is sufficiently alert, fore stall the action of the automatic stop mechanism by moving the handle 16 to depress the valve-circuit-closer unit, thereby opening communication between the two parts of the chamber 2 and permitting train line air to escape via the signal whistle. This operating at the same time, closes the local energizing circuit through cone 36 and contact springs 24 which energizes the restoring magnet 42 so that when the plunger l3 leaves the ramp the action of the automatic valve will be cancelled. It will be seen that in order to be effective the engineer must operate the handle 16 before the plunger leaves the ramp, for should he wait too long the plunger will be returned to its lower position before the restoring pin of the train stop apparatus can be projected and the automatic application cancelled.

When the forestalling valve is used with systems of the electropneumatic-valve type the same is connected in a local circuit with the electro-pneumatic valve in such manner as to forestall its action when the handle 16 is operated.

Tn Figures 10 to let inclusive 1 have shown the construction of the train stopping mechanism with which my invention is especially designed to cooperate. In these figures the plunger is designated by 43, the magnets which project the restoring bolt are designated by 4-2, the restoring bolt by 45, the valve operating shaft by 46. For a more detailed description of this construction and operation of the mechanism shown in Figures 10 to i l inclusive reference is made to applicants Patents #l,5l6,899, issued November 25, 192% and #1,487,991 issued March 25, 192%.

From the foregoing description, taken in connection with the accompanying drawings, it is thought the complete construction,

peration and advantages of the invention will be clear to those skilled in the art.

lVhat I claim is:

1. The combination with an automatic train stopping apparatus of the type where in means are provided automatically to open an air releasing valve at each signal station, and means including electromagnet for effecting a reclosure of said valve before a brake application can be initiated, if the right of way signal is clear; a forestalling device comprising an auxiliary circuit associated with said electromagnet, and a combined air valve and electric circuit closer associated with the air brake system and said auxiliary circuit, whereby to close said auxiliary circuit and open said last named air valve, thereby forestalling the brake application by said automatic stop apparatus.

2. The combination with an automatic train stopping apparatus of the type wherein means are provided automatically to open an air releasing valve at each signal station, means to give an audible signal upon opening said valve, and means including an electro-magnet for effecting a reclosure of said valve before a brake application can be initiated, if the right of way signal is clear; a forest-alling device comprising an auxiliary circuit associated with said electromagnet, and a combined air valve and electric circuit closer associated with the air brake system and said auxiliary circuit, whereby to close said auxiliary circuit and open said last named air valve, thereby forestalling the brake application 'by said automatic stop apparatus.

3. A forestalling device comprising a combined valve mechanism and an electric circuit controller, the same including a valve stem having a valve proper and having a circuit closing element, means continuousl tending to hold saidstem in position to effect a closure of said valve and an opening of the electric circuit, and another means to move said stem against the action of said first mentioned means, thereby to close the circuit and open the Valve.

4. A forestalling device comprising a casing having a chamberprovided with a partition having a valve seat passage dividing the chamber into two compartments, an inlet to one compartment and an outlet from the other compartment, said casing also having a cup chamber and a cover for the same, a combined valve and circuit closer unit including a valve proper to cooperate with said valve seat passage and a contact member, the latter projecting through said cup chamber and cap, a handle mounted on the cap with a portion to engage said combined valve and circuit closer unit to move the samein one direction, means to move the same in the opposite direction, insulated circuit contacts in said cup chamber cooperating with said combined valve and circuit closer unit to close an electric circuit upon opening of the valve seat passage substantially as shown and described.

5. In combination with train stopping apparatus which includes an air brake setting valve and means to open and reclose the same according as the right of way signal is at danger or clear; of means for supplying proceed conditions manually on the locomotive to forestall a braking action, while allowing all valve opening and valve closing parts of the train stopping apparatus to function normally.

6. In. combination with train stopping apparatus which includes an air brake setting valve and means to open and reclose the same according as the right of way signal is at danger or clear; of means for.

supplying proceed conditions manually on the locomotive to forestall a braking action,

while allowing all valve opening and valve closing parts of the train stopping apparatus to function normally, said means comprising a forestalling'mechanism' which includes an air brake operating valve and an a stalling device including brake applying instrumentalities and an electric controller make and brake mechanism, the latter being connected with the resetting circuit and the former being connected with the train line, all being arranged whereby the engineer through said forestalling device may establish proceed conditions manually on the locomotive to forestall a braking action of the train stopping mechanism.

JEAN F; WEBB, JR. 

